SAN FRANCISCO PUBLIC LIBRARY
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:isco Public Library
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4C1SCC PUBUC LiBRARY
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President's Report 1
Director's Report 2
Aircraft Movements 4
Air Traffic 5
Air Freight 5
Business and Finance 8
Fiscal Data 10
Planning and Development 12
Operations and maintenance 18
Emergency Preparedness 20
Security Responsibilities 22
The Past 24
The Present 26
And The Future 28
Since its creation by the people of San Francisco in September
1970, the Airports Commission has l<ept pace with the growth of
passenger traffic through San Francisco International Airport by
providing a far reaching development plan designed to provide a
safe, convenient, compact and efficient air facility of ultimate design
Construction is now well underway on the new North Terminal
Complex and Ground Transportation Center, which, when com-
pleted, will significantly reduce the severe congestion conditions
being experienced because of the past rapid growth of the air
During August 1 974, John A. Sutro, Vice President of the Airports
Commission since September 1970, resigned. William H. Chester,
San Francisco Labor Leader, was appointed by Mayor Alioto in
October to fill the vacancy.
The Airports Commission takes justifiable pride in the achieve-
ments during the five years since its creation, and looks fonward to
meeting the dynamic challenges of the air transportation industry as
it advances in the future.
For the Airports Commission
William E. McDonnell
Joseph L. Alioto
Mayor of San Francisco
Wllljam E. McDonnell
John A. Sutro
Sep. 1970 - Aug. 1974
Wallace R. Lynn
Joseph P. Mazzola
William H Chesler
During the past two years San Francisco International Airport has progressed with its
extensive program to modernize, improve and develop the passenger terminals and cer-
tain support facilities. The requirement to develop further and modernize the airport termi-
nals has been based on current passenger levels and forecast growth of passenger traffic
for the next fifteen years. Part of an orderly and compatible regional Bay Area Airport
System Plan, the program provides the basis for planning and future development at San
Francisco International Airport.
From a practical standpoint, economics and operational requirements make updating
the passenger terminals and support facilities a necessity. The 1973-74 passenger traffic
figure of 17.1 million and the 1974-75 passenger figure of 17.2 million exceed the design
level of the present facilities by over 40% and indicate a continued annual growth in air
passenger demand. The Airports Commission adopted a development program in 1 972 to
alleviate existing passenger and motor vehicle congestion within the terminal complex and
provide a suitable, convenient and safe airport facility for the traveling public. The De-
velopment Program has been carefully designed with great regard to the Airport's obliga-
tion to the people of San Francisco and the Greater San Francisco Bay Area.
Environmentally, the line is being held and reduced on scheduled aircraft movements -
quieter, wide-bodied jets with increased passenger capacities are being used. A master
instrument runway almost 12,000 feet long has been completed permitting traffic routing
programs specifically designed to reduce aircraft noise during take-off and landing proce-
The new North Terminal and attendant boarding areas are now under construction and
the existing garage is being doubled in size. Additional short-term, close-in parking is also
being provided near the terminals.
Boarding areas and piers are being expanded to accommodate new wide-bodied jets.
The international passenger arrival and departure area - Rotunda A - has been con-
structed to provide the finest terminal facilities available.
Major accomplishments also include completion of the San Francisco International
Airport Noise Monitoring System, which permits the Airport to make qualitative analysis of
noise created by departing and arriving aircraft. Completion of the Industrial Waste Water
Treatment System will make the Airport's water quality control system the first in the San
Francisco Bay Area capable of complying with the requirements and standards of the
California Regional Water Quality Control Board.
These projects are all designed with the primary purpose of providing air travelers at
San Francisco International Airport with a convenient, compact, modern and safe airport
William J. Dwyer
Director of Airports
William J. Dwyer
Director of Airports
Robert G. Lee
Planning and Development
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Aircraft movements - arrivals and departures -
totaled 335,607 for 1973-74, a decrease of 6.6%
from the previous year. Scheduled airlines opera-
tions declined 5.3% to 290,939, primarily due to
revised schedules and increased use of wide-
bodied aircraft by certificated carriers. During
1974-75, there were 330,738 aircraft arrivals and
departures, a decrease of 1.5% from 1973-74.
Scheduled passenger carrier operations declined
0.9% to 288,214, again due to revised schedules
and increased use of wide bodied aircraft. Reduc-
tions in the numbers of operations by non
scheduled carriers and itinerant aircraft were also
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Mail Air Express, and Freight
San Francisco International Airport is the major air transportation hub
facility serving domestic and international air travelers of the City and
County of San Francisco, the greater San Francisco Bay Area, Northern
California, Southern Oregon and Western Nevada, or the Central West
Coast portion of the United States - a geographic region with a greater
population and area than some 45 of the 50 states in the Union.
The Airport serves as a major transfer point between the United States,
the Far East, Pacific Islands and other world cities.
During fiscal years 1 973-74 and 1 974-75, San Francisco International
Airport again set consecutive yearly records for passengers processed
through the terminals.
The growth rate in terminal passenger traffic during the two decades
following the opening of the Central Terminal building has been pheno-
menal. With the exception of 1970-71, each succeeding fiscal year re-
corded an increase in the numbers of passengers handled. Annually, the
passenger increase ranged from less than 1 % to more than 20°o, with the
average annual increase being 8.5%.
The 17,197,093 passengers handled during 1974-75 represent a more
than four fold increase over 1955-56, the first fiscal year following the
opening of Central Terminal, when 3,282,444 passengers used the Air-
During the 1974-75 fiscal year, the daily average air passenger volume
was in excess of 47,000, with 24 hour peaks of more than 70,000 being
estimated for holiday travel periods.
During 1973-74, air freight and express shipments rose to 769.629,971
pounds, establishing a record high for cargo shipments at San Francisco
International. During 1974-75, air freight and express totaled 662.1 19.281
U.S. Mail shipments by air totaled 1 81 ,079.522 pounds for 1 973-74. and
for 1974-75, increased to 183,191,620 pounds.
San Francisco International Airport has an obligation to the people of
San Francisco and the Greater San Francisco Bay Area to alleviate exist-
ing passenger and motor vehicle congestion within the terminal complex
and provide a suitable, convenient, compact, modern and safe airport
facility. At the same time, the Airport must take every measure designed to
mitigate adverse impact on the environment and neighboring com-
In recent years concern for the environmental effect of noise, air, and
water pollution has become a major issue. Considerable time, money, and
effort are being devoted to minimize the effect of Airport operations on
Peninsula neighbors. The environmental problem has a serious impact on
Airport operations and planning, yet the causes and solutions lie largely
beyond Airport influence and control. Sharing the concerns of neighboring
communities and conservation and ecology advocates, the Airport is work-
ing to satisfy conflicting demands fo diverse and powerful systems while
maintaining the viability of Airport operations.
California Noise Standards require the Airport to install and operate a
Noise Monitoring System to determine noise intensity levels around the
Airport and to identify flight operations having higher than normal noise
levels. A quarter million dollar system of microphones, computers and land
lines involving the most modern and highly sophisticated noise measuring
equipment available, was approved by the Airports Commission and in-
stalled in October 1 975.
Aircraft noise is monitored at 13 prescribed points in the cities of Bris-
bane, South San Francisco, San Bruno, Millbrae, Burlingame, Hills-
borough, and Foster City, and computer collated to relate noise measure-
ments to the California Noise Standards.
Noise is measured and recorded 120 times a minute. 24 hours a day.
Aircraft noise is picked up at the monitor sites and an assessment of jet
engine noise levels is made and recorded hourly. This actual measure-
ment of aircraft operations, along with community input, is providing the
Airport and the airlines with a useful tool in evaluating the ongoing program
to minimize aircraft noise disturbances. An analysis of one year's opera-
tions is required'to determine relative noise impact and noise contours for
areas affected by flight operations.
SOUND ABATEMENT COMMITTEE
The Airport has assumed responsibility for functions of the San Fran-
cisco International Airport Sound Abatement Committee. This effective
group, which includes the Airlines, FAA and the Airport, evaluates data
from the Noise Monitoring System, examines community input, and rec-
ommends operational procedures designed to reduce the impact of jet
engine noise on neighboring communities.
Monthly public meetings are held by the SAC to review the Airport's
performance, make possible improvements and act as a point of contact
for residents of noise impacted areas.
Through the efforts of the SAC several operational procedures designed
to mitigate jet engine noise impact on Peninsula residents have been
A curfew on maintenance engine runup noise between 10 PM and 7 AM
has been established. If an emergent situation requires engine run-up
tests during these hours, the airlines must remove the aircraft to the furth-
est run-up pad two miles from the nearest residence and direct the jet
exhaust away from populated areas.
Except during periods of limited visibility or unusual weather conditions
aircraft are required to approach the Airport from the East and depart
toward the North under the preferential runway system. As a result, annu-
ally more than 98% of arriving aircraft and 67% of departing aircraft are
routed over the Bay, achieving additional noise attenuation for residential
When weather conditions require take-off to the West, and visibility
permits, departing aircraft are required to remain east of the Bayshore
Freeway under the shoreline departure pattern.
Visibility and traffic permitting, aircraft approaching from the East remain
well out over San Francisco Bay until final runway alignment occurs west
of the San Mateo Bridge.
Now that Runway 28 Right has been extended to virtually 1 2,000 feet,
departing aircraft are able to achieve higher altitudes prior to reaching the
airport boundary, taking better advantage of the Shoreline Departure Sys-
WATER QUALITY CONTROL
SFIA's commitment to water quality control is reflected in the joint effort
with neighboring cities to construct a deep water out-fall for the ultimate
disposal of treated waste water into San Francisco Bay. A positive expres-
sion of concern for the total environment of the Bay region, the Airport has
adopted one of the nation's most rigid environmental protection programs.
Spilled fuels and other wastes are no longer flushed into storm drains and
thence into the Bay. They must be cleaned up by the offender and dis-
posed of in an approved manner. A team of environmental industrial waste
inspectors insures compliance with Airport environmental protection regu-
lations by a thorough inspection program. Mechanical equipment, such as
fuel trucks, aircraft waste systems, and liquid waste containers are
checked on a periodic basis to insure proper performance. This Airport is
largely responsible for requiring commercial aircraft to be equipped with a
new and improved type of positive aircraft lavatory waste disposal
mechanism. The modification was extremely costly to the airlines but
necessary to prevent pollution of San Francisco Bay. Handling industrial
waste resulting from cleaning and maintaining aircraft and aircraft engines
is included in the overall surveillance program.
SFIA continues to strive to meet the ever increasing requirements and
standards established by the California Water Quality Control Board and
sets a good example for other local communities and businesses to follow.
Completion of the Proposed $9 million Industrial Waste Collection and
Treatment System will make the Airport's water quality control system the
first in the San Francisco Bay Area capable of complying with the ever
more stringent requirements and standards of the California Regional
Water Quality Control Board.
Business nno mnzi
Where the money came from 1973-75
Landing fees 32.9%
Utilities services 1 .7%
Other revenues 3.9%
Ground transportation 1 1 .0%
Where the money went 1973-75
Debt service on bonds 41 .9%
Other expenditures 3.5%
Repayment to general fund 8.2%
27.8% Payroll and fringe benefits
1 0. 1 % Services of other departments
8.5% Contractual Services
(•QUEST FOR WARRANT «.:irt;^;r
Operating revenues continued to increase during 1973-74 and 1974-75,
Tlie $25,322,618 total income for 1973-74, and the $28,663,070 income
for 1974-75, were more than adequate to defray all operations expendi-
tures, debt service costs (bond interest and redemption) and taxes paid to
San Mateo County, local school districts and other political entities.
Expenditures during 1973-74 totaled $21,653,709, and during 1974-75,
totaled $27,347,616, including debt service costs. The 1973-74 difference
of $3,668,909 and the 1 974-75 difference of $1 ,31 5,454 were set aside to
help finance Airport improvements and betterments and to aid in financing
the $469 million program of renovation and development which will also
require issuance of some $350 million in revenue bonds.
Air Carrier Flight
Parking Garage & Lots
Restaurant & Bar
Limousine, Taxi &
Hotel (Hilton Inn)
Auto Service Stations
Utility Services (net)
Salaries, Wages &
& Other City Departments
Material & Supplies
Bond Interest & Redemption
Taxes Paid to San Mateo
Legal and Professional
Repayment to General Fund
*An additional payment of $4,000,000 was made to tlie General Fund during 1974-75 from proceeds of sale
of airport land to State of California.
Taxes Paid to San Mateo
Number of Employees
Excluding fire &
Book Value -
& Equipment in Service
U.S. Mail by Air (lbs.)
Air Cargo (Freight &
PLnnnine nno DEUELOPmenT
The development of San Francisco International Airport to ultimate pas-
senger handling capacity, as presented in detail in the 1972 Airport Ex-
pansion Program, proceeded with some delays being experienced.
The completion of the International Rotunda introduced the first major
facility of the program and provided a preview of the updated passenger
handling facilities to be provided throughout the terminals.
No additional property is being acquired by the Airport under the pro-
gram. The major elements are a new north terminal with attendant board-
ing facilities, an addition to the existing Airport garage, and a new FAA
control tower for aircraft take-off and landing safety.
The new north terminal complex will provide support for 29 aircraft posi-
tions - 24 of the new wide-bodied types and 5 standard size aircraft.
The garage addition will more than double the present garage capacity
and provide for a future mass transit station. Central heating and cooling
plants, and people mover systems for the terminal complex are included in
Renovation and reconstruction of existing passenger and support
facilities are included in the $469 million development program, which is
currently scheduled for completion in mid 1984, when the end product - a
compact, safe and convenient airport of the future - will provide air pas-
sengers with a renovated and updated air transportation facility.
The draft Environment Impact Report for the Airport Development Pro-
gram as required by the California Environmental Control Act was pro-
duced by the Department of City Planning in August 1973. Following pub-
lic hearings in San Francisco and San Mateo Counties, the final EIR was
accepted by the City Planning Commission in October, and forwarded to
the Board of Supervisors which adopted the report as "complete, accurate
and objective" in late December.
Following lengthy litigation, in which environmental groups challenged
the adequacy and adoption of the EIR, the California Court of Appeals
found that the allegations of the environmentalists were without merit, that
the existence of significant environmental hazards did not necessarily re-
quire disapproval of a project, and that the findings by the Board of Super-
visors that the sociological, economic and environmental benefits of the
expansion program outweigh the adverse affects on the human environ-
ment, were supported by substantial evidence.
Another Environmental Impact Report is required to satisfy the provi-
sions of the National Environmental Protection Act pertaining to the federal
funding of a part of the expenses to be incurred in certain projects of the
Airport's development program. Under the Airport and Airways Develop-
ment Act of 1970, the Federal Aviation Administration may provide match-
ing funds on eligible improvements projects generally associated with
runways, taxiways and aircraft aprons. This draft EIR has been completed
and is now in the public hearing and review process.
PORTOLA FREEWAY (1-380)
Anyone who has been caught on San Bruno Avenue when the shifts change at United's Maintenance Base, or has traveled the Bayshore Freeway
(US-101) in commuter traffic, or has wished for an easy connection between the Junipero Serra Freeway (1-280) and San Francisco International,
realizes the necessity for this new transportation corridor being built by the State Department of Transportation.
Route 1-380 connects 1-280 to US-101 and San Francisco International and is being built in seven stages. Four stages are already complete and
the remaining three construction projects will be built by the Slate of Calilornia at an estimated cost of $30 million.
Capital Improvement Program progress at San Francisco International
Airport involved 64 projects valued at $22,187,655. During the past two
years, airport work valued at $16,066,051 was completed. Thirteen proj-
ects, valued at $6,121,604, are in progress and scheduled for completion
after June 30, 1975.
The Airports Commission engaged the services of Construction Man-
agement Consultants, Inc., to assist with major terminal construction proj-
ects of the Airport's development program. By the close of the 1974-75
fiscal year, completed construction under the program totaled
$27,214,000, construction work in progress is valued at $13,1 15,000, and
$121.6 million in projects are scheduled for bidding and award during the
1975-76 fiscal year.
Completion of the International Rotunda, at a cost of $3,933,715.61,
was a major construction highlight. This new building is now serving inter-
national airlines with large gate rooms and modern, comfortable, safe and
convenient facilities to handle passengers. The International Rotunda
gates have the capacity to accommodate five wide bodied jet aircraft
The upper level roadway connecting loop in front of the garage was
completed at a cost of $837,826. Terminal traffic on the upper or departure
roadway level will now be able to make a complete circle without returning
to the ground or arrival level. This improvement is providing much needed
relief to traffic loads on the ground level roadway system.
In the construction of the new North Terminal, the first three phases of
work, including piling, foundations and basement level of the building,
were completed at a cost of $6,179,749. The fabrication and erection of
structural steel framing for the building is in progress at a contract cost of
$4,983,000. Subsequent construction phases include completing the ex-
terior and interior finish of the building at an estimated cost of $20 million.
Stage I of the garage addition foundation work is in progress at a con-
tract cost of $3,420,000. Designed in several stages to expand garage
capacity from 2,700 vehicles to over 7,000, the garage addition also in-
cludes installing central heating and cooling equipment for the terminal
complex and provisions for the Ground Transportation Center.
Runway 28 Right was extended to 11, 870 feet at a cost of $2,997,266.
Runway sites for the approach light system, wave guide localizer and
other Category III instrumentation being installed by the FAA were com-
Conversion of a former aircraft hanger into a Central Maintenance Facil-
ity building at a cost of $2,420,472 is nearing completion. The building will
house the Airport maintenance force and provide all the necessary
specialized equipment and facilities required to maintain the Airport on a
24 hour day operation.
Additions and betterments work included projects to increase terminal
efficiency and comfort as well as improve the aircraft handling capacity of
Reconstruction and replacement work took care of the continual
maintenance problems arising from high passenger and aircraft opera-
In conjunction with construction projects conducted by the Airport, ten-
ants were also actively improving their facilities. During the two years
ending June 30, 1975, 90 tenant construction contracts valued at
$8,790,010 were completed and an additional 19 projects costing
$3,313,425 are in progress.
Tenant projects included conversion of TWA's hangar to a cargo build-
ing, modification of the PSA gate room on Pier D and passenger loading
bridges, extension of Western's maintenance base apron and modifica-
tions to gate rooms on Pier FF, improvements to UAL's industrial waste
treatment system and construction of a jet engine test cell, construction of
a medical clinic in the Central Terminal by the Airport Medical Group,
improvements to gate rooms, service facilities and operational areas in the
International Rotunda by Pan Am, Qantas, JAL, and Host International,
and FAA installation of Category III instrumentation for Runway 28R.
HUGHES AIRWEST CONTINENTAL
SCO International Airport
oPERflTions nno mninTEnnncE
Within FAA criteria for Airport certification, Federal Air Regulation Part
139 requires the Airport to have an Operations Manual. This standardized
procedure document details, on the working level, how the Airport is oper-
ated. It has gained wide recognition from other world airports. Various
sections of the San Francisco International Airport Operations Manual
have been used as models for similar documents now in use at other
The Emergency Procedure Manual outlines Airport response measures
to emergent situations occurring on or in close proximity to the Airport. San
Francisco International Airport provides one of the finest emergency ser-
vice systems in the nation. A test of the system, involving 28 cooperating
agencies and over 500 persons, was held in November 1974. As a result
of this exercise, refinements were made in Airport emergency response
The Airport has gained national recognition for "building 1000." Named
after the radio code for an aircraft emergency, this building houses the
most complete set of mobile disaster equipment assembled at any airport
in the United States. Located at the edge of the operational airfield, the
building contains carts pre-loaded with emergency equipment - stretchers,
wheelchairs, barricades, first aid supplies, sterile water, lights and radios -
all in an "instant ready" condition. In addition, the building has been mod-
ified to accommodate emergency medical activities - triage, pre-hospital
medical treatment and rescue personnel control - as well as housing the
equipment for a complete military mobile surgical hospital.
The Airport Medical Clinic, on the ground floor of Central Terminal,
staffed by five doctors with attendant nurses and assistants, has been
serving passengers, visitors and employees at the Airport during extended
business hours. The close of the 1974-75 fiscal year saw the Clinic's
services being expanded to a 24 hour daily basis through a subsidy by the
The Airport also paid for the manufacture of two electric mini ambu-
lances equipped with the latest in coronary and resuscitation equipment.
These battery powered "lifesavers" are stationed in each terminal within
two minutes of anyone in the terminal area requiring assistance. Upon
arrival at an emergency, the ambulances permit sophisticated lifesaving
medical treatment on the spot, or enroute to hospital care. The mini ambu-
lances at San Francisco International Airport were the first provided at any
airfield in the nation.
Federal Air Regulation 107 requires the Airport to produce a master
security plan and to administer an intensive and comprehensive security
program covering all facets of Airport operations.
To meet these security requirements, a master plan was formulated. An
additional 1 0,000 lineal feet of 8 foot high chain link fence was installed on
the airfield perimeter.
Permanent guard shelters were installed at the five airfield access
points to provide weather protection for Airport Police check point person-
nel who prevent unauthorized entrance to the field area on a 24 hour
The security program also required terminal and pier doors to the ramp
areas to be installed with extremely sophisticated locks and alarms, which
meet both security and emergency requirements.
Airport Police assumed full responsibility for security at Airlines pas-
senger screening points, replacing federal officers stationed at nine check
points in the terminals on December 2, 1973.
In addition to passenger screening, all personnel and vehicles require
identification and checking by Airport security to gain access to the air
Terminal Building - 1937
...nnO THE FUTURE
SAN FRANCISCO INTERNATIONAL AIRPORT GROWTH. In 1966, in
an effort to establish a base for future planning, the management of San
Francisco International Airport undertook studies of then-current and an-
ticipated air travel. Early predictions of 16 to 18 million air passengers
annually were quickly and dramatically outdated with the advent of wide-
bodied jets and an unprecedented growth in air travel.
In short order a master plan was created, and implemented by the
Airport's Planning and Development Division, which was charged with the
responsibility of developing a logical and adequate expansion program.
San Francisco Airport Architects, a joint venture of John Carl Warnecke
& Associates and Dreyfuss & Blackford, was retained to develop the plan,
and in 1968, was awarded a contract for architectural and engineering
services for designing six satellite boarding areas, a new North Terminal
building, a South Terminal addition to receive international arrivals, roads,
utilities and support facilities.
During the same period, beginning in 1967, The Association of Bay Area
Governments (ABAG), through its Regional Airport System Study Commit-
tee, undertook an in-depth study seeking solutions to the proliferating
problems facing Bay Area airports, problems brought about by growth and
by subsequent strain on airport facilities.
While conducting this searching study, the ABAG Committee diligently
explored every facet of airport problems. A principal concern was to find
ways to minimize the impact which needed changes might have upon the
environment. Technical studies were conducted over a wide range of sub-
jects, including access and capacity requirements, environmental and
economic aspects and a number of special subjects dealing with interrela-
tionships with other regions, vertical and short take-off and landing aircraft,
and airport ownership. Many public hearings were held to obtain solid and
meaningful public reaction and input. The study resulted in a regional plan
encompassing the entire San Francisco Bay Area.
An Environmental Impact Report (EIR) for the proposed development
program of San Francisco International Airport was prepared and
thoroughly aired in public meetings in both San Francisco and San Mateo
County as well as before the San Mateo Airport Land Use Committee and
the San Mateo Planning Commission.
On May 1, 1973, the Airports Commission certified the completeness
and adopted the final EIR and forwarded it to the Board of Supervisors,
City and County of San Francisco. On June 4, 1973, the Board of Super-
visors referred the Airport Development Program EIR to the City Planning
Department, which in turn prepared a revised EIR, held public hearings
and adopted the final report on October 18, 1973. Following additional
public hearings, the Board of Supervisors, City and County of San Fran-
cisco, adopted the final EIR on December 26, 1973.
San Francisco International Airport is proceeding with the next phase of
the Development Program — the completion of the North Terminal Com-
plex and additions to the Airport Garage — which, when completed, will
alleviate the present extreme congestion now being experienced in the
terminal buildings, roadways and supporting ground transportation sys-
By 1985 and the completion of the Airport's Improvement Program, the focal point of San Francisco
International will be the FAA control tower rising from the base of the Ground Transportation Center which will
house parking facilities for 7,000 autos, a central arrival and departure area and the center of people mover
systems which will transport passengers to the three terminals and 81 flight gates.
As this report went to press, the San Francisco Board of Supervisors
had approved the issuance of $143,475,000 in Airport Revenue Bonds to
complete the North Terminal Complex and the addition to the Airport Gar-
age. The appropriation ordinance for these bond funds was approved by
the Board and the Mayor, The Airports Commission approved the sale of
the entire issue at a net average interest rate of 7.3788%.
United Air Lines
Public Utilities Commission
Cal Central Press